blunt



Nov. 12, 1929. J. G. BLUNT 1,735,491

CONNECTING ROD FOR LOCQMQ'I'IVES Filed Nov. 13, 1924 10 Sheets-Sheet l INVENTOR J MW -BM &/

. ATTOR EY J. G. BLUNT CONNECTING ROD FOR LOCOMOTIVES Nov. 12, 1929.

10 Sheets-Sheet 2 Filed Nov. 15, 1924 -FIG. 25.-

-FIG. 24

-'F'IG. 6-

INVENTOR Nov. 12, 1929.

CONNECTING R01) FOR LOCOMOTIVES Fi led Nov. 13, 1924 10 Sheets-Sheet 3 J. BLL'INT 1,735,491

I 9 I //V E v I I fly 8 T 8 I '1 f i 1:! H W- Nov. 12, 1929. J. G. BLUNT CONNECTING ROD FOR LOCOMOTIVES Filed NOV. 15, 1924 10 Sheets-Sheet 4 ATTOR i-:Y

No). 12, 1929. BL NT 1,735,491

v CONNECTING ROD FOR LOCOMOTIVES FiledNdv. 13. 1924 1o Sheets-Sheet 5 lNVENTOR a ZWZ- Nov. 12, 19

J. a. BLUNT CONNECTING ROD FOR LOCOMOTIVES Filed Nov. 13 1924 Lu- 2 m 1 3 m a 2 a 7 JN m. m a L W; lllll .M, H4N H |H| |HHHl :5 99. a 1 m w INVENTOR TO NEY Nov. 12, 1929. J. G.BLUNT I I CONNECTING ROD FOR LOCOMOTIVES 10 Sheets-Sheet 7 Filed Nov. 13, 1924 -Fis-27.-'

INVENTOR 6 BY 3 ATT OR EY v Nov. 12, 1929. J. G. B'LUNT Q 1,735,491

CONNECTING ROD FOR LOCOMOTIVES Filed Nov. 13. 1924 1o Sheets-Shee t s n r I a x ;J- 1' \\o O g A o o (I |j DINVENTOR j.$4m7 BY ATTO NEY Nov. 12, 1929. BLUNT 1,735,491

CONNECTING ROD FOR LOCOMOTIVES Filed Nov. 13, 1924 10 Sheets-Sheet 9 Fl G 30:- I

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7 38a. FIG'.33:

INVENTOR ATTO NEY Nov. 12, 1929. J. G. BLUNT CONNECTING ROD FOR LOCOMOTIVES Filed NOV. 13. 1924 10 Sheets-Sheet 10 -FIG-35.-

FIG. 34.-

INVENTOR $673 ATTOR IEY Patented Nov. 12, 1929 meant was @FFEQE JAMES G. BLUNT, OF SCI-IENECTADY, .NEW' YORK CONNECTING R01) FOIt LOCOMOTIVES Application filed November 13, 1924. 7 Serial No. 749,585.

. .My invention relates to connecting rods for locomotive engines and has for itsobject the construction of rods in such manner that when actuating the crank pins substan- ,5 t-ially perfect bearing surfaces are maitained for all'their wearing parts. It will thus be seen that my invention is particularly applicable to locomotive main rods, since the front ends of such rods are pivoted to the cross heads which are carried by the spring supported structure of the locomotive and hence the movement of such ends of the rods is controlled by that of the said structure while the backends are attached to the main driving wheel crank pins and are thus subect to an movement the track may give such wheels; y invention therefore comprises means for absorbing theangularities, both lateral andvertical, occasioned when the locomotive is in motion, by irregularities of track, vibration, lateral movement of the axles and driving wheels due to hub play and centrifugal action on curves which result in a twisting action in, and a tendency to dis- .tortion of, a rod, as wellas angular displacementsin the bearings of the rod at one point relative to the bearings of' the rod at another point. To this end in carrying out my invent-ion as applied to main rods I construct the rod is capable of axial movement relative to it and thereby prevents the movement of the wrist pin bearings relative to the axis of the rod from having a tendency to distort the rod, and provides the end of the rod, which is secured to the crank pin, with a bearing which compensates for lateral displacement of the axle to which the crank pin is attached. -My invention is applicable not only to main rods butalso to couplingor side rods and to eccentric rods.

The improvement claimed is hereinafter fully set forth. r In the accompanying drawings: Figure 1 r is a side view, in elevation, of the drivinggear .of a locomotive, the mainand side rodsbeing shown diagrammatically; Fig. 2, a plan view thereof, showing the lateral range of movement of the driving rods, when the locomotive is on curved track; Fig. 3, aside view, in elethe cross head or wrist .pin hearing so thatvation, of a main rod embodying the invention, and the parts to which it is connected; Fig. 4, a vertical section, taken on the line 4-4;, of Fig. 3; Fig. 5, a top plan view, partly in scction, showing the back end connection of an outside main rod; Fig. 6, a front view, in elevation, of a pair of driving wheels, showing the position which they assume, relatively to the cross head guides, on curved track, due to the difference in elevation between the inner and outer rails; Fig. 7 a side View, partly "in elevation, and partly in section, of the back end of a main rod, embodying the invention: Fig. 8, a transverse section, taken on the line 88 of Fig. 7 Figs. 9 to 14, inclusive, perspective views, showing de tails of the connection and anti-spreading means at the rear end of a main rod of the forked type, shown in Figs. 'Z and 8'; Fig.15, a'pe'rspective view, of a modified type. of bearing block; Fig.'16, a side view, in elevation, showing the invention applied to a main rod having aback end of the strap type; Fig. 17, a similar view, showing the invention applied to a rod having a back end of the solid type; Fig. 18, a similar view, showing the invention applied to'the back end of a fmain rod, in wihch the bearing is secured by a U-shaped strap; Fig. 19, a view, similar to Fig. 18, but with the wedge key and wedge block removed; Fig. 20, a transverse section, taken on the line 20'20, of Fig. 19; Figs. 21 and 22, end'and side views, respectively, in elevation, of the locking wedge; Fig. 23, a side view, in elevation, of the key employed in the construction shown in Fig. 18; Fig. 24-, a side View, in elevation, showing the invention applied with cross-head guides of'the Laird type Fig. 25, a vertical section, taken on the line 25-25 of 24; Fig. 26, a side view, in elevation showing a main rod having radial bearings-at both ends; Fig. 27, a side view, in elevation, and on an enlarged scale, of the front en'd'of the main rod shown in Fig. 26; Fig. 28, a perspective View of the front end bearing shown in Fig. 26; Fig. 29, a side view, in elevation, showing the application, to a locomotive, of a main rod, a side rod, and an eccentric rod, each embodying the invention; Fig. 30, a front view, in elevation,

showing the resultant angularity of the rods,

7 when the locomotive is running on rails of unview, respectively, of the same; and Fig. 37, a

side NEW, in elevation, of the middle cylinder, themain rod therefor, and certain associated parts, showing the rod in its extreme position of angularity. h p h V I In the practice of the invention, referring descriptively to the specific embodiment thereof which is herein exemplified, the main rods, 1, are, connected to the cross heads, 2, of the main drivingwheels 6 by the crank pins 4. The, cross heads 2 slide in the guides 3.

which are supported on the main frame 5 of the engine. The sliding surfaces 2 of the cross heads 2 aremade arc-shaped to cooperate with corresponding surfaces 3 of the guides, in order that the cross head 2 and rod 1 may rotate on the axis of the cylinder and so compensate for any twisting actionin the rod caused by irregularities in the track in thevvert ca'l plane which causes the driving axles to assume. an angular position relative to, their normal horizontal axis, which, if not rectified, would tendto, cause a distortion of therod 1. p I, l p To,compei1sate for lateral displacement of .the axles and the drivingwheels 6, I provide a rotati've bearing 7 at the main crank pin connection 4, which inFigs. 3, 5, 7, '8,

' 16, 17 18,19, and 26 I have shown applied to the back end of a main rod 1. The bearing 7 has radial convex faces 7 one of which fits forwardly against a concave radial face 8 of the flanged block 8, which is seated in I the forward end of'the opening between the 7 which are chiefly of assistance in lining up the bearing when it is inserted in the rod,

L. sincewwhen assembled they do not bear against thefsides 1 of the rod, as sufficient clearance is provided therebetween so as to permit the bearing 7 aii'd ro'd l-to swivel. H I A bearingblock 10 rests on the upper arm .1 and hasa slot 10 which registers with the apertures '1 and 9E in thearms l and the spreaderblockf9, respectively, 7 j

. The wedgelhwhich is straight on its back edge but tapered on its front edge, is inserted upwardly'through the apertures 1", 9 and 1O in the arms 1*, the spreader block 9, and the bearing block 10, respectively, until its lateral extensions 11 are brought into bearing with the under side of the lower arm 1 and its rearward projection 11 seats in the recess 10 in the rear upper surface of the block 10. A saddle 1 2[straddle's the threaded upward extension 11 of the wedge 11 and rests I the forward face of the wedge 11,'thi1s c a'us inglthe radial faces 9* of the lfiljl'ei lil'ock 5 i to bear snugly againstthe rear radial time of the bearing ,7. Upan the belt 15 is ounte'd a wedge block 16 by which the key ii is held in osition. The bolt 15 be placed in position in the arm 1 "before the filler block 9 inserted. wedge b1ofckf1'6is drawn ty the ten 15, it 'engagestlie tapered. face1'2' in the forward a or th tear ngtitekioaaa the j tapered forward face of the key '14, and

thereby clamps the key p'osi'tioii of the aperture 9 in the filler titer: 9 a'ifidand also serves as a ready takeup in "case of wear. The loiver end, 15?, ot the'bjolt T5,

is made square, to prevent the "btilt'tur'iiiii'g in the slot 1. p The filler bldcki) irasflaages l9 extending over the s'idesof 'ar T1 to guide and hold it inpo'sition', stops 9 to preventit from being iii'ovedtdo far inwardly so as to cramp the bearing "(2 e A hole. 9 is provided for the purpose "of inserting a puller when the fillr '9 is be te removed. In Fig. 15 I have shown the half of a modified form of bearing block 7f which is like that shown in the form 'showii Figs. 7, 8 and 10,"exc'ept tliati't is' rnade'in two like parts, one of which is hereshovvn,

I I I and the aligning flanges 20 are more extended arms 1' ofthe rod 1, and the other of which I .fits rearwardly against another [concave radial face 93 on the filler bl0ck9, which seats between the rear ends of the arms 1. I have shown the bearing 7 equipped with the flanges than in the preferred form. I

In 16 I haveshownmy;iiiventionap plied to a rod with a stra'p typerearendof ordinary construction, in which the bearing 7 2 is secured in a *u-sha' ea stiFap'EZL'aiid'tIie stra 21 is'bolted tothe rear end o ffthe iod,

its

the earing 7 being se c ured within thestrap c and between the raced blocks 8 and 9?. wedge face fora s it'lie rear "side "(if the block 9 which is held'i'rl sitidn by the wedge block 16 ,.Wl11Cl1'1S drawn, up

against 'therea'r sidef' o f the block '9 bythe bolt 15 plied 1:0 a r od withfa reta ls-attend with transverse aperture, 22 therethi ough "it which the ea in sitsaeaeaaaisraat ally faced'blocks 8 and were broughtin'to i proper relation by means of the wedge 16 which is secured in position by the bolt The back ends shown in both Figs. 16 and 17 are provided with shoulders 23 which prevent the wedges from being drawn up so ti htly that they will cramp the bearing and prevent it from rotating.

In Figs. 18 to 23, inclusive, I have shown my invention applied to a rod back end having a U-shaped strap 24 bolted thereto. The bearing 7 is mounted between the usual radially faced blocks 8 and 9 and is secured firmly in position by wedge key 14, which has oppositely inclined rear faces a and b, the lower face a engaging the inclined forward face of the block 8 The wedge key 14 is held in position by the wedge block 16 having bevelled faces, 19 which is drawn down by the bolt 15 between the bevelled face Z) on the key 14 and the inclined shoulder on the strap .24. The block 8 has also forwardly and vertically extending flanges 26 which engage the sides of rod and strap and thus assist in holding the parts in fixed relation.

As is shown in Fig. 19, the bearing 7* may be disassembled from the rod, without disturbing the bolts 27 which secure the strap and rod together, byremoving the wedge block 16 bolt 15 and key 14 which permits the block 8 and bearing 7* to be slid forwardly a distance sufficient to allow the block 9 to be taken out of the strap 24.

In Figs. 24 and 25 I have shown my invention as applied to a cross head 28 sliding in guides 29 of the so-called Laird type, in

which the engaging surfaces 28 and 29 of the cross head and guides are struck on arcs radial to the axis of the cylinder so as to permit the rod and wrist pin to rotate on the axis of the cylinder.

In Figs. 26, 27 and 28 I have shown both front and rear ends of the rod equipped with bearings 30, 31, which are similar to the bearing 7, but the front or wrist pin bearing 31 has its radial faces 31 on the top and bottom thereof instead of at its sides. The radial faces 31" engage corresponding radial faces on the flanged shoes 32 which are arranged in the top and bottom of the aperture 33 through the rod. The bearing 31 is applied to the rod, after the shoes 32 have been placed in position, by being turned on its side and then rotated to bring its radial faces into engagement with the radial faces of its shoes.

It is obvious that this hearing 31 will absorb I the twisting action of the rod just as effectively as the curved surfaces of the cross head and guides shown in Figs. 6. 24 and 25.

In Figs. 29 to 36 I have shown by invention applied to an eccentric rod as well as to main and side rods. The same provislon for angular movementis necessary in eccentric rods as in main or side rods, since the front end of the eccentric rod is coupled to the Walschaert link41 which forms a part of the locomotive valve gear and the back end is coupled to the main driving wheel by means of the eccentric crank 34 and pin 35.

The bearing 36 in the rear end of the rod 38 is provided with vertically disposed cylindrical faces which engage corresponding concave faces on the flanged bearing blocks 37- which seat in the aperture in the back end of the rod 38. The front end of the rod 38. terminates in a forked or two-armed portion, and between the arms 38 and pivoted thereto is a bearing 40 which has cylindrical faces struck about a horizontal axis which engage complementary concave faces on the flange ing wheel by a bearing 44 rotatable about the longitudinal axis of the rod upon its surfaces 45, so as to permitmovement of the rod 42 about its own longitudinal axis relative to the forward pair of driving wheels, and such a connection is preferably used with the crank pins of the other driving wheels, except that I the bearing at the main driver iseflxed in the rod eye. The bearing 44 is shownin Figs. 34, 35 and 36 as being secured in the forked end of the rod 42 by the spreader lock 46, which is held in position by the main wedge 47, key 48 and locking elements 49.

For the purpose of lubricating the bearing an oil pocket 50 is formed in the upper surface of the upper arm of the fork for the reception of an oil sponge. leads downward to surface 45 communicating with the duct 52, which extends lengthwise along the upper face of the bearing 44. From the duct 52 other channels 53 lead downward plied to a connecting rod 56 attached to the r crank shaft 57 of the main driving wheels and driven by the middle cylinder 58 of a three cylinder locomotive in which very extreme rod angularities are found. It will be seen that the rod and bearings are of the same form as is shown in Figs. 3, 4, 5, 7 and 8.

The invention claimed as new and desired to be secured by Letters Patent is:

1. A connecting rod for locomotives having in an end thereof cylindrical surfaces fixed.

An oil channel 51 a in the rod and radial to a vertical axis, a

crank pin bearing having a horizontal aperture for a crank pin and exterior surfaces complementary to and engaging the said cylindrical surfaces, the rod at its opposite end having a connection with a cylinder piston, complementary cylindrical surfaces in such r connect-ion disposed so as to permit the rod to rotate about its longitudinal axis.

2. A rod for locomotives connecting a source of power to a driven axle, bearings connected to the ends of the rod, one of which is rotative only about the longitudinal axis of the rod and the other only about an axis at right angles to the longitudinal axis of the rod and to the axis of the driven axle.

3. A main rod for locomotives arranged to transmit power from a wrist pin to a crank pin fixed upon a driven'axle, a bearing in one end of the rod engaging the wrist pin, the wrist pin bearing having associated with it arc-shaped surfaces engaging corresponding surfaces to permit the rod to rotate about its axis, and a bearing in the opposite end of the rod having arc-shaped surfaces struck from a vertical axis engaging corresponding surfaces in the rod to permit that end of the rod to move laterally with the crank pin while maintaining a full bearing thereon.

4:. In a main rod connecting a member having a reciprocating movement to a member having a rotary movement, bearings at the connections between the rod and the 'members, each bearing providing means permitting rotary movement of the rod about a single axis, the axis for one bearing being perpendicular to the axis for the other bearing, the resultant of such movements being toper- .mit the rod to adjust itself universally to lateral and vertical movements of said members.

5. A connecting rod for locomotives having at one end a bearing seat having faces radial to the longitudinal axis of the rod, a bearing with cmmplementary radial faces engaging said seat and provided with a horizontal aperture therethrough for a crank pin, the rod being capable of rotation on its own axis about the said bearing.

6. A connecting rod for locomotives having in one end a transversely extending aperture, shoes seated in the aperture, a bearing seating between the shoes, the shoes and bearing having cooperating cylindrical faces arranged about an axis normal to the axis of the rod, one of the shoes and the portions of the rod above and below the aperture being slotted for adjusting members, and a saddle seated onthe rod and forminga means for securing the ad ust1ng members 1n position.

JAMES G. BLUNT. 

